Fernleigh
Track is the most significant local link in NSW Coastline Cycleway.
Construction of the track has taken over ten years and has been funded
by both NCC and LMCC councils who share ownership of the line.
State Government funding has been provided via RTA and Dept of Planning
Coastal Cycleway project. Finally a significant injection of
Federal Infrastructure funding assisted with the final stages of the
track.

The final
stage (Stage 5) of the Fernleigh Track through to Belmont was opened on 12 March 2011.
There is now about 16kms of off smooth off road cycleway through bush land.
The gradients are gentle and there are Coffee stop opportunities close
to the track at Belmont and at Whitebridge. The track at Adamstown links
to marked back streets route through Adamstown Hamilton, Bar Beach and
into Newcastle CBD. Look for the NSW Coastline Cycleway /
Fernleigh track signs as well as on road bicycle symbols that mark the
route.

Work is still needed to
build better links to connect Fernleigh to other parts of the cycle
network, notably the Dudley spur line, John Darling spur, links to
Belmont South and Swansea as well as safer access across Glebe Road.
There are also signage and interpretative projects to be completed

LMCC
has provided a copy of this final report that was included in the
recent submission for Federal funding for Stage 3 of the Track. NCM
has been commended by both councils for its contribution to the survey.

Work should start this
month on Stage 3 of the Fernleigh Track from Whitebridge to Redhead. The
winning tenderer, Site Worx Civil Contracting, had the lowest price bid of
the 4 local contractors who tendered. The construction, valued finally at
around $2.7m is expected to be finished this year and, depending on weather,
may be finished as soon as October 2009.

Lake Macquarie Council
also intends applying for $2m funding under the recently announced Federal
Jobs Fund. The aim is to gain sufficient funding from this source, Coastal
Cycleway, RTA along with Council commitments to allow the final stages to
Belmont to be completed. The total funding needed is in the order of $4m.
LMCC is confident of meeting the late May deadline for submissions and NCM
will be providing a letter of support for the application.

Federal
Funding Secured for Stage 3

The Federal Government
Department of Transport and Regional Services recently approved Councils'
application for over 750k funding towards stage 3 of the Fernleigh Track.
This means total funding of over $1.9m has been allocated to Stage 3.
LMCC has confirmed that they will now move to put the full Stage 3 from
Whitebridge to Redhead out to open tender. This will happen either late
2007 or early 2008. The indications are that tenders will be assessed
by March / April 2008 and construction of the stage could be completed
by year-end.

The Fernleigh track recently won a "Highly Commended" Award
at the National Parks and Leisure Australia Awards in the category of
Management of Open Space Development. This is the highest National accolade
the track has received to date. It has won a number of State Awards including
Keep Australia Beautiful awards for Community Infrastructure, an Engineering
Award for the tunnel development as well as the Parks and Leisure State
Award. Part of the aim of entering these kinds of awards is to make the
track better known beyond the Hunter and to help to raise the potential
of the Hunter as a cycle-friendly region.

Update
to Aug 2007: Stage
3 . . . and beyond

It's now 7 years since work began on the Fernleigh track.
The issues of funding and cost of construction continue to dominate. From
NCM's perspective, funding has not flowed satisfactorily. It appears neither
major political party has a great inclination to significantly raise the
profile of cycling in the overall transport mix. Councils, at the bottom
of the Government funding food chain, appear to be in no position to take
the leading role in funding. Indeed, the Newcastle contribution for Stage
3a was only made available by transferring monies previously allocated
to the Wallsend Glendale Cycleway.

The last 12
months has seen Lake Macquarie Council progressing work on Stage 3 of
Fernleigh. Design work for the full Stage has been completed. Funding
is in place for the first part of this. Stage 3a will extend the track
from Whitebridge to Oakdale Road at a cost of around $1.2m. The second
part, Stage 3b, will go from Oakdale Road to Cowlishaw Street Redhead.
It is hoped that Stage 3 will be completed in 2008.

FundingAn application for State Government funding was approved
for Stage 3a. Funding was not from RTA funds but from the NSW Coastline
cycleway budget (DIPNR controlled). The $515,000 granted is the largest
single grant so far under the project. It allows expenditure over the
following two years.

There was some disagreement on funding allocation between LMCC and NCC
during 2006. Some questions were raised by a minority of NCC councillors
about ongoing commitment to the Fernleigh Track as it progressed beyond
Newcastle boundaries. This appears to have been resolved for the time
being at least, following the direct intervention of both Lord Mayors
and CEOs. Both Councils have now allocated funds to Stage 3a. NCM was
met with Lord Mayor John Tate about funding allocations and mailed postcards
to all councillors prior to the local elections.

In 2007, prior to the State election we mailed State reps and spoke personally
with three key candidates including Mr Matthew Morris. Shortly before
the election, member for Swansea, Mr Robert Coombes announced an additional
$272,000 funding for Stage 3b. The funding has now been received by LMCC.
It is an additional grant under the NSW State Coastal Cycleways Project.

Despite these grants, there is still not sufficient funding to complete
Stage 3b, so LMCC has submitted an application for Federal Regional assistance
funds. The request, if successful, could allow completion of Stage 3 to
Redhead.

The Federal application included a letter of support from NCM. It also
contained results from a survey that LMCC members contributed to earlier
this year. Many of our members took surveys and counts of track usage
for the application. The actual questionnaire was compiled with NCM input,
particularly by Ben Ewald. Results pointed to a very high level of usage
with 50% of users being cyclists. Most users pointed to health benefits
and expressed a high degree of satisfaction with the track to date. There
was an overwhelming response from the public to extend the track further.

The result of the application for Federal funds should be known by October
2007. If successful it is hoped that funding will be there to allow construction
of the entire Stage 3 in a continuous flow. Construction would commence
before March 2008.

Cost of
Construction2006-2007 has seen some positive developments:

Open tenderThe Councils have accepted that Stage 3 work will be
put out to open tender, allowing a best value contractor to be chosen
to do the work. LMCC have advised that they would involve Newcastle
City Council in the tender selection. If any tender included an alternative
surface treatment such as concrete, the Fernleigh Track Management Committee
would also be consulted.

Cheaper fencingThe Committee has been working towards a cheaper fencing
option. Ian Broadfoot of LMCC has progressed this issue positively while
still maintaining commitment to Ausroads standards. The current design
proposal sees metal and mesh fencing design, which is estimated to save
over $100,000 for the next stage alone.

Push for realistic design
standards.NCM has suggested that Council review the need for the
track to be capable of handling heavy vehicles such as trucks and fire
trucks. This will be especially relevant at the southern part towards
Belmont where some small Bridges will be needed.

Expenditure on parking
/ heritage featuresIn general, NCM has sought to build the track as first
priority rather than complete all signage and heritage aspects. Nevertheless,
some work on track heritage and amenities has progressed.

A small NSW
grant has been received to progress heritage display and some preparatory
work has been done.

Seats have
been installed at various points with support of Rotary Charlestown.

LMCC plans
to install a toilet at Whitebridge and some water outlets to improve
amenity for users.

There will
also be a further entry ramp built at Whitebridge that will be wheelchair
compliant.

Alternative Construction
method.NCM members have spoken to Council about a possible method
for laying concrete pavement that may allow major cost savings. Council
has spoken to the contractor concerned who has reported that his process
can be modified to better meet council requirements. LMCC has invited
him to submit an application either individually or with others when the
tender for Stage 3 is released.

And in other news . . .
Committee meetings in 2007 have benefited from more involvement from Newcastle
Councillors. Cr Helene O'Neill in particular has been a regular and supportive
member and a new member, Cr Marilyn Eade has been active at the last few
meetings. LMCC councillor members continue to be supportive also.

2007 saw the first
special public event held on the Track. The inaugural Fernleigh
Track Challenge saw the track closed for part of the day while a competition
for small electric vehicles took place. The Fernleigh Track Challenge
showcased a number of home-built and commercially available vehicles with
the aim of having fun with and learning about small powered personal transportation.
The event was run under the auspices of Rotary Charlestown and it is hoped
to run a second competition in 2008.

Beyond Stage 3
Indications are that future work would continue from Redhead to Jewels
(Stage 4). LMCC
has been asked to consider ways to speed the construction and opening
of the track to Belmont. They have surveyed the route from Jewels to Belmont
to gain an idea of cost to open the final stage as a walking trail (also
suitable for mountain bike use). Four (4) bridges would be needed. The
idea would be to get the route open as soon as possible and then seek
funding for surfacing.

Thanks to Ian BroadfootAs NCM's rep of the Fernleigh Track
Committee I would like to place on record a big thank you to Ian Broadfoot
of LMCC. Ian has been involved with the track's development for many years.
He coordinated the consultant team which put forward the Fernleigh Track
Management Plan. This plan still forms the base of much of the track's
development. Ian has been patient and persistent. To this outsider, council
procedures appear at times to be overly bureaucratic. Ian has been brilliant
at working his way through this. Ian is retiring and hopes to build a
house on passive solar principles (not too far from the track). Ian will
be replaced on the Committee by Mr Brad Sutton. NCM looks forward to working
with Brad and helping him to complete the task.

The completion
and official opening of Stage 2 from Burwood Road to Whitebridge;

The completion
and official opening of Stage 2 from Burwood Road to Whitebridge;

Acceptance by
the Fernleigh track Committee that Stage 3 would go out to open tender;

Increasing awareness
and openness of Committee to explore other design and build options;

Reiteration
of commitment from both NCC and LMCC Lord Mayors to the completion
of the full track as a jointly owned and managed facility;

Further involvement
of the Chairman of the committee, John Jenkins, in the Tracks and
Trails conferences. John has become a keen advocate of rail trails
and is seeking to involve other council officers that they may be
aware of their potential.

Progress has not been without its hiccups
The maintenance agreement between the two councils has still not been signed.
Of more significance than this, however, was a near impasse on funding for
the track. Fernleigh Track Management Committee had decided to build the
next stage from Belmont to Jewells. Many NCC councillors were unwilling
to accept this position.

NCM had spoken with Lord Mayor Greg Piper and held a meeting with Lord Mayor
John Tate. We sought to encourage both councils to reach agreement so that
the track could progress. This now appears to have been resolved. John Jenkins
invited both Lord Mayors Greg Piper and John Tate to attend the August meeting
of the Committee. The meeting again canvassed the pros and cons of building
Whitebridge to Redhead next vs. Belmont to Jewells. A new vote was taken
when it became clear that NCC were unlikely to accept the original agreement.
A significant majority voted for the Whitebridge to Redhead option.
NCC will now seek to have funding included in their quarterly budget review.
LMCC has already committed $200,000 plus in next financial year. This decision
has been made public and seems likely to result in funding being made available
from both councils this year.

There is still a big question mark as to whether equivalent state funding
will be available, given a major cut in the Cycleway budget at State level
this year. DIPNR could also be approached as a possible source of funds.
Stage 3 will, therefore, require at least two financial years to complete.

The next year's challenge will be to secure funding from State Government,
and to ensure an ongoing budget allocation locally. The Committee has discussed
the need to keep the track in a positive public light in both council areas.
It could be helpful for NCM to lobby State and local ALP members to adopt
a consistent and unified approach to cycleway funding with Fernleigh as
our No1 priority.

At the current rate of progress there is a need for approximately 4 or 5
million dollars to build the remaining track. Depending on State Dollar-for-dollar
funding, we would be looking at completion any time between 2010 and 2015.

October
2003 UpdateAt the most recent Fernleigh Track Management Committee
meeting, LMCC presented plans for Stage 2 of the track. While the plans
are labelled "Concept only", they are in fact well advanced
and contain detail of where the width will vary from 2.5 to 3m, where
fencing will be needed, exits points and rail lines will be kept for heritage
purposes. Parking is envisaged at Station St for 20 cars and 3 disabled
spaces plus overflow parking. The suggestion of linking the track parking
at Whitebridge Shops was also discussed and open as an option.

I took these plans
along to the last NCM meeting and will bring them next time too for anyone
who wants to check them out. I have let the Committee know that I believe
the plans are in line with the original management plan for the track
and could be used as a base for final design without the need for any
further inspection / delay by the committee.

Fernleigh
Track (Stage 1) wins a Keep Australia Beautiful
AwardThe Fernleigh track has won an award from the Keep Australia
Beautiful organisation. The "Multiplex Community Facilities Award"
was awarded jointly to Lake Macquarie and Newcastle Councils for the success
of their work on Stage 1 of the track. Three members of the track Committee
travelled to Sydney for the awards presentation, Rod Maughan from Newcastle
City Council, Laurie Coughlan from Lake Macquarie and David Bennett from
NCM. The submission on the track was prepared and submitted by NCM and
endorsed by both councils and the Fernleigh Track Committee. It won over
a number of other entrants in its category. Our submission emphasised
the degree of cooperation between councils, the large amount of ongoing
consultation with community groups including NCM, the high quality of
work so far, and the wonderful way the public has embraced use of the
track. NCM entered the award, partly because we are so pleased with the
results to date and because we felt it was a project worthy of recognition.
We also saw the award as another way to keep the track in the public eye
and to maintain some momentum for its completion. A number of local councils,
State and Federal representatives were present at the presentation ceremony.
It was quite obvious that councils took a keen interest in the awards
and there was an obvious spirit of competition in the air. Following the
announcements of awards, both councils issued press releases and took
some opportunities to showcase the achievement in local press. The award
itself was taken to meetings of both councils so there is a very high
awareness of the award and the reason for it. Meanwhile, Stage 2 design
work has commenced. The Fernleigh Committee meets again on 1 October with
planning and timetable for the next stage to be high on the agenda.

Stage One of the Track from Adamstown Station to Burwood
Rd is completed

The tunnel under
the Pacific Highway was opened to public use on Christmas Eve 2002. A
great present for the people of Newcastle and Lake Macquarie. The finishing
touches were completed during January 2003 and the official opening was
on Sunday 2nd February 2003. The opening was a great community event,
showing the popularity of the track to people on bikes and foot of all
ages. The NSW Government, Newcastle City Council, Lake Macquarie Council
and the Fernleigh Track Committee should be congratulated on the completion
of this first stage. The quality and width of the track as well as the
use of appropriate signage and track centre-line marking make this the
model for all other cycleways and shared pathways to follow.

Where to From
Burwood Road?

The completion of
the Track to Belmont is a joint responsibility between Newcastle City
Council and Lake Macquarie Council. To help speed the process, you can
assist NCM, by letting your local councillors know how much you appreciate
the work that has been done, and how important you feel the speedy completion
of the whole track is.

2002 News

Last year's Fernleigh Track
progress was marked by a shift from procurement of land and general planning
towards specific groundwork for commencement of the actual work.

This year has seen
major progress towards reopening of the tunnel and the track leading to
and from it. Some of the highlights have been:

Removal
of rails on the Northern side of track leading to the Fernleigh Tunnel

Development
applications approved for NGC and LMCG segments of the first stage

Parking
and access improvements at the Adamstown Station end

On road
improvements to Burwood Rd / connection to Glenrock State Recreation
area have commenced.

Most significantly,
work is under way on the refurbishment of the tunnel.

Newcastle City Council
arranged an inspection of tunnel construction on 9 August. The contractor
indicated that work was on schedule for completion in November 2002. So
far the Contractors have:

Installed electrical
connections to the tunnel

Installed drainage
inside the tunnel and in the area immediately outside. There is a considerable
amount of water that seeps in to the tunnel and this has now been drained
and channelled successfully.

Cleaned the tunnel
walls with high-pressure hoses. The pressure was sufficient to dislodge
any -loose bricks or damaged pointing work, but still leaves the original
brick faces, any calcification and some soot still in place. The contractor
estimates that this process resulted in about two wheelbarrow loads
of dislodged material. This is a good indication that there was some
limited risk from falling debris, but importantly it is a good indicator
that the great majority of the brickwork is stable.

Completed much
of the initial shot-creting of the two tunnel sections that had noticeable
weakness that required reinforcing. The work is done in layers and will
form an added measure of security when the tem begins pacing rock bolts
to secure the area.

A heritage architect
has been on site. On his advice, brick of different colour to the original
will be used for the repairs needed on cracked sections of the wall
and portals. The aim here is to make the distinction between the original
and the repaired sections obvious. The architect is also recording any
historical information or items discovered. This includes some very
old graffiti (apparently our language hasn't altered very much in the
last fifty or so years)

Around 19 August
work on the track itself is expected to commence at the Adamstown end.
The aim is to build the cycleway to around Kinross Avenue while the tunnel
work continues. Once the tunnel contractor is finished there will then
be a minimal amount of work needed to finish the final sections leading
to the tunnel.

One major plus mentioned
at the inspection is that the NCC will be building this first section
of the track at 3.5 metre width. This is in line with the original management
plan for the track and NECK.

The contractor will
shortly commence the rock bolting work and the labour intensive task of
brick repairs and repointing will be under way.

History

The railway line
connecting the eastern suburbs of Lake Macquarie and Newcastle via the
Adamstown Junction has played a major part in the history of this area
for more than a century. in the 1890's, the line was used to haul coal
from the mines between Redhead and Adamstown, and after much community
agitation, it was used for passenger trains to the mines in the area,
particularly between the towns of Dudley and Redhead.

It was in December
1916 that the first official passenger train ran to Belmont. In April
1971 the regular service ceased with the closure of the Belmont, Redhead
and Whitebridge Stations. On March 12, 1988 the last coal train left the
John Darling Colliery spur line following the closure of that mine. This
left the line south of Lambton B Colliery at Redhead dormant and the track
was torn up leaving only they ballast and hard packed rail bed as evidence
of the history of its service. In December 1991, the last coal was hauled
over the line from Redhead. This ended the long and colourful history
of rail transport on the eastern side of the Lake

We are interested
in the retention of the historical aspects of this route. It can be appreciated
and utilised by the community most fully by conversion to a shared pedestrian/cycleway
that will form a major part of the integrated cycle network in our region
and an important recreational and commuter route.

The
Situation 2002

The railway corridor
has been purchased by the Newcastle and Lake Macquarie Councils. The northern
end of the former railway bed is already being extensively used by walkers
and cyclists as both a recreational route as well as a commuting route.
The southern end has become degraded by extensive trail bike use, so that
it is eroded and too rough to ride even with a mountain bike. The tunnel
under the Pacific Highway at Highfields was closed on 17 April 1996.

The Bicycle - A
Means of Transport

The last 10 years
had seen the sale of new bicycles in Australia continually exceed the
sale of new motor vehicles. A number of our major cities have identified
the increased need for cycling facilities to cater for this growth. Surveys
conducted by NCM indicate that approximately 4% of trips in our region
are by bicycle. This confirmed the information of the August 1991 Census
which revealed a similar statistic.

Newcastle Area Bike
Plan, 1981

In 1981, the need
for a Cycleway linking Belmont and Newcastle was identified in the Newcastle
Area Bike Plan commissioned by the then Traffic Authority of New South
Wales. This Newcastle and Lake Macquarie Bike Plan is presently being
revised and it will identify the Adamstown-Belmont corridor as a Priority
1 Regional Route for cyclists. It will also form an integral link in the
coastal cycleway extending form the Victorian border the the Queensland
border as proposed by Elias Duek-Cohen and supported by the RTA.

Cycling Between
Adamstown and Belmont

The route choices
at present for low stress cycling between Adamstown and Belmont are non
existent. Only the hardy and very experienced cyclists use the Pacific
Highway as a means of commuting between these two suburbs and on into
Newcastle, as most others consider the trip too dangerous. Numerous short
cycling trips are done within this area, particularly by school children,
and this need will be increased since the government has increased the
minimum free bus distance to 2km between home and school.

Benefits of a Cycleway

Safety: The provision of this facility will make a significant
reduction in the number of potential bicycle/motor vehicle confrontations.
This proposed cycleway will allow the children of the area to cycle in
comparative safety to schools and recreational areas along the route

Environment: The increasing use of motor vehicles is
adding to the pollution within out region. Notice should be taken of the
already alarming problems being experienced in Sydney. An increase in
local cycling brought about by the development of this cycleway will go
some of the way towards helping our region achieve the reduction in pollution
levels agreed to by out Prime Minister at the "Rio Convention"
on environmental issues.

Cost: Cycleways do not require huge multi-million dollar
community investments in paving and parking stations. As they are low
impact paths, they require very little maintenance if properly constructed.
The average distance travelled to work by Australian motorists is only
14kms. Given the changes in bicycle technology during the last 10 years
with the development of lighter, stronger frames and better gearing systems,
this makes such a distance readily able to be travelled on a bicycle by
much of the workforce.

Health: Cyclists can ride as slowly, or as hard and fast
as they like to suit their own level of fitness. It is known that regular
exercise reduces the risks of hear disease and strokes, and if more people
are encouraged to ride bicycles, both the individual and the community
will benefit from the improved fitness levels of its population; with
reduced health costs. It is well documented that regular physical exercise
has significant beneficial effects in stress reduction. This 15km route
will open up a significant number of avenues for them to undertake their
"workouts" in comparative safety.

Tourism: The historical aspects of the rail corridor,
it's location along the coastal fringe, and it's safe off-road route connecting
coastal communities make it and ideal focus for development of eco-tourism
opportunities.

Proposed Route of
the Cycleway (and its connections)

It is the recommendation
of NCM that the cycleway should follow the railbed from the former Belmont
Station through to Adamstown Station. Connections at both ends are proposed
in the Coastline Cycleway, and will extend the route to link with the
Blacksmiths and Swansea Cycleway to the south, and connect with the East-West
Cycleway to lead into the city to the north. There should be connecting
cycleways from Deane Street, Belmont utilising the former spur line to
John Darling Colliery and another connecting link utilising the former
Dudley spur line. These spur links are an essential integral part of the
overall proposal.

The Dudley link will
allow children to cycle safely to and from schools at Dudley and Whitebridge.
The John Darling link will allow safe cycling access for all of Belmont
North/Jewels children who attend schools in the Belmont area. This is
in addition to the many commuting and recreational cyclists who would
also benefit from these two links to the main route.

NCM believes that
the cycleway must continue through the tunnel allowing cyclists to avoid
the dangers at the intersection of the Pacific Highway/ Northcott Drive
as well as those encountered along Northcott Drive itself.

The railbed provides
an even grade that is ideal for cycling. The gradient of the railway is
far easier for cyclists than the two steep hill encountered along the
highway. These gentle gradients are one of the great benefits of converting
closed railway tracks to cycleway, and there is a concerted move throughout
Australia to convert disused railway corridors into pedestrian paths and
cycleways. The "Rails to Trails" conversions have already benefited
residents in many areas of Victoria and other states.

Potential users

School children: Most bicycle accidents involve school
aged children. This plan offers an excellent opportunity to remove numbers
of them from bicycle/car confrontations.

Recreational cyclists: The sale of new bicycles continues
to exceed that of new cars. This increasing number of both recreational
and commuting cyclists need safe, low stress areas to ride.

Commuter cyclists: It would provide a link from the south-east
lake area to the industries, Newcastle's western suburbs or east to the
Harbour Foreshore and the proposed Honeysuckle Development.

Tourists: With comparatively short additions and connections
to other existing cycleways in Newcastle it would be possible to have
a cycleway extending from the Shortland wetlands all the way to the Jewells
and Belmont wetlands - a route having enormous tourist and recreational
attractions.

Pedestrians: The existing railbed is used by many people
in the area as a path for their daily walk. We expect that paving of this
path will increase the number of people who use this picturesque route
for their regular exercise, particularly in the southern sections of the
route.